Manifold for explosive-engines.



G. D. JORDAN.

MANIFOLDv FOR EXPLOSIVE ENGINES.

APPLICATION FILED APR. 6. 1914.

1 ,237'?,%2% Patented Sept. 3,1918.

2 SHEETSSHEET I.

G. D. JORDAN.

MANIFOLD FOR EXPLOSIVE ENGINES.

APPLICATION FILED APR. 6.1914.

Patented Sept. 3, 1918.

2 SHEETS-SHEET 2. I

, the exploded UNTTED @AE@ PATENT @FTWOE.

GEORGE D. JORDAN,

MENTS, TO JORDAN CARBURETOR COMPANY, OF WILMINGTON, DELAWARE, A COR- PORATION OF DELAWARE.

MANIFOLD FOR EXPLOSIVE-ENGINES.

Specification of Letters Patent.

Patented Sept. 3, 191%.

To all whom it may concern:

c it known that I, GEORGE D. JORDAN,

asic, 1n the county of Augusta and State of Virginia, have invented certain new and useful Improvements in Manifolds for Explosive-Engines; and I hereby declare that accompanylng drawings, t is specification.

is invention is a novel so-called manifor use in connection with explosive engines of the multiple cylinder type; through which manifold the fuel gases and gases are passed so that the explosive gases will be heated by the exploded gases, or waste products of combustion. The object of the invention is to provide a gs: Figure 1 1s a top plan view of the manifold applied to an ordinary four-cylinder engine.

Fig. 2 is a side view thereof.

ig.v 3 is a longitudinal section thereof;

1g. 4 is an enlarged section on line 4-4 Fig. 3.

5 is an enlarged section on line 5-5, 1g.

6 is a transverse section on line 66, 1g. The manifold shown in the drawings is particularly designed and adapted for use in connection with a four cylinder explosive engine, and is illustrated in Fig. l as applied to a well known make of explosive engine.

s shown the manifold comprises a main accompanying metal, and is provided at one side with a series of openings (1, 1 1, 1 1 1) corresponding in number and position to the main inlet and outlet ports of the engine E a the Ford type to which the manifold is to be attached; each opening be ing surroundedby a collar projecting laterally from the side of the casing and adapted to engage a corresponding socket or port of the engine; and said casing is gas-tigh connected to the engine by means of bolts 2 passing through sleeved openings 2 in the manifold and engaging suitably threaded holes in the engine casting as shown.

The outer ends of these bolts 2 preferably engage bridge pieces 2 that rest upon facets (2, 2", 2", 2 2 2%) corresponding in position and location to openings 1 to 1 and the bridges are firmly clamped to the bolts by nuts 2. The said facets are provided to facilitate machining the casing, and to provide uniform bearings for the bridges 2 t 'ereagainst.

The casing 1 has a stem'or nipple 1 on its lower side to which the carbureter (not shown) may be attached.

e openings 1 and 1 communicate with the inlet ports of the engine; while the open- 1 1, communicate with the exhaust ports. The openings 1", l communicate with the opposite ends of an internal pipe or conduit 3 within the manifold, which pipe is provided with a T 3 that extends into the stem 1 and is adapted to connect with the fuel chamber of the carbureter, or other sup ly of explosive gases. It will be seen that tlie conduit 3 is practically separated from the walls of the easby an air space, which space is adaptbe filled with the exhaust gases when t e engine is in operation, so that the fuel gases are highly heated in passing through the manifold to the engine. The walls of nipple l are separated from the wall of T 3, by an air space 1, so that hot pass down through the space 1 the carbureter heat the latter. The nipple 1 may be provided with a peripheral flange 1 to which the carbureter can be conveniently conhot gases within the casing l; that all the exhaust gases from the various cylinders pass through this casing, and that while a portion thereof can be diverted through the passage 1 to heat the carbureter (not shown) .heated in traversing the explosive gases coming from the carbureter, whether hot or cold, will be highly the conduit 3 before they escape through the openings 1*, 1 \Vhen the engine is operating this conduit 3 will be very highly heated, as it receives the hot exploded gases practically direct from the cylinder and while they are at their highest temperature.

The number and location of ports or openings in the manifold could of course be varied according to the number and location of the inlet and exhaust ports in the engine with which the manifold is to be used.

The manifold is preferably formed in one casting, with all the parts integral; it is very compact and neat and provides a very large extent of interior heating surface without the gases having to traverse any tortuous passages. The conduit 3 being entirely incased within the hot exhaust chamber will retain its heat much longer when the engine is stopped, than it would if it was directly exposed to the atmosphere.

By passing the hot gases from the manifold into a carbureter directly connected to the nipple 1 the carbureter can also be highly heated with correspondingly increased efficiency in its operation.

What I claim is:

1. A manifold for explosive engines, comprising a hollow casing having openings at one side corresponding in number with the inlet and exhaust ports of the engine and communicating therewith, and laterally projecting collars surrounding said openings, a nipple depending from the lower side of the casing, and a discharge opening at one end of the casing; with a conduit within and spaced from the walls of the casing so as to be substantially entirely surrounded by the hot gases therein and communicating at its ends with the openings in the casing that connect with the inletports of the engine, and having a T extended into the nipple of the casing and separated therefrom byan air space and adapted to be connected with the fuel gas supply.

2. A manifold for explosive engines, comprising a hollow casing having openings at one side corresponding in number with the inlet and exhaust ports of'the engine and communicating therewith; with a conduit within and spaced from the walls of the easing so as to be substantially entirely surrounded by the hot gases therein and communicating at its ends with the openings in the casing that connect with the inlet ports of the engine, and having a T extended into the nipple of he casing and separated therefrom by an air space. Y

3. A manifold for explosive engines, comprising a hollow casing having openings communicating with the inlet and exhaust ports of the engine, collars surrounding said openings, a nipple depending from the lower side of the casing, and a discharge opening; with a fuel supply conduit within the casing leading from an inlet in the casing to the openings communicatin with the inlet ports of the engine, the wa conduit being spaced away from the walls of the casing so that the conduit is substan tially entirely surrounded within the casing by the hot gases therein, said conduit having its inlet extended into the nipple of the casing and adapted to be connected with a fuel gas supply. L

In testimony that I claim the foregoing as my own, I aflix my signature in presence of two witnesses.

GEORGE D. JORDAN.

Witnesses:

L. E. WrrHAM, B. M. FERR'ITER.

ls of said 

